Train stop



J. E. HAGAN TRAIN STOP Filed Sept. 16 1922 4 Sheets-Sheet 1 WIT ESS:

HAGAN 34m 510? Filed Sept. 16, 1922 4 Sheets-Shea! 2 l l 1 l l I l l I l l INVENTOR AT ORNEY Wn'msss:

TRAIN STOP J. E. HAGAN Filed Sept. 16; 1922 WITNESS:

. ference will'be had tothe drawings wherein like characters denote like corresponding parts throughout the' ,50

Patented Jan. 6, 1925.

JOSEPH E. HAG-AN, OF AKRON, OHIO.

TRAIN sror.

Application filed September 16, 1922.

To all whom it may concern:

Be it known that I, JOSEPH E. HAGAN, a citizen of the United States, residing at Akron, in the county of Summitand State of Ohio, have invented new and useful Improvements in Train Stops, of which the following is a specification.

This inventionrelates to automatic train stopping means, the general object of the invention being to provide means for energizing a pair of rails in a block by a train approaching the block and means on the train which are actuated by the train passing over the energized rails for stopping the train. 7

Another object of the invention is to provide means whereby a towerman can de energize the rails if he wishes the train to proceed.

A still further object of the invention is to provide means whereby the engineer can prevent the operation of the train stopping means and also to return the parts to normal position after the train has been stopped so that hecan proceed.

Another object of the invention is to provide means whereby the engineer can operate the train stopping means to make an emergency stop.

Another object of the invention is to pro vide means on each car for bleedingthe airline so asto apply the brakes on each car simultaneously with the application of the brakes of a locomotive.

A further object of the invention is to provide signal means on the locomotive for v warning the engineer that the train is about to be stopped.

This invention also consists in certain other features of construction and in the combination and arrangement of the several parts, to be hereinafter fully described, illustrated in the accompanying drawings and,

specifically pointed out in the appended claims.

In describing my invention in detail, re-

accompanying several views, and in which Figure 1 is a fragmentary view of a locomotive showing one of the roller contacts thereon.

Figure 2 is a sectional view through Figure 1,

SerialNo. 588,669.

Figure 3 is a diagrammatic view of the parts on the engine.

Figure 4 is a diagrammatic view of the track, parts. V

Figure 5 train parts.

Figure 6 is a view of one of the contact rails.

Figure 7 Figure 4. g g 1 Referring to Figure 4:, A indicates a block and B a short section of track which is in sulated from the rest of the track. A pair of contact rails 1 are arranged in the block, these rails being preferably constructed, as 7 shown in Figure 6 which shows the rail 1 r as containing a strip 2 of conducting material which projects above the tread of the rail so as to be engaged by the contact rollers on the train. A towen C, or the like, is arranged adjacent the block and this tower contains the battery 3, the magnet 4, the lamp 5 and the. bell 6 which are connected with the battery and withone of the rails of the short block B. The other rail is connected with the battery and with one of the rails l. The other rail 1 is connected with a lever 7 in the tower which is normally held in raised position by a spring 8 and which is brought into engagement with. a contact 9 by the core 10 of the magnet when said magnet is energized. A latch member 11 holds the lever 7 in its lowered position and in engagement with the contact-9, said latch being adapted to be depressed manually so as to release the lever to permit the spring 8 to raise it out of engagement with the contact. 1

7 From the above it will be seen that when a train enters the short block B it will complete the circuit to the magnet, lamp and bell, thus notifying the towerman that a train is approaching his block'and at the same time bring the lever 7 into engagement with the contact 9 so as to complete the circuit to the rails 1. If the block A is clear and it is proper for the train to proceed,

the towerman willdepress the latch 11 to permit the spring to raise the lever 7 and thus break the circuit'to the rails 1 'so that as the train passes over these rails the parts carried thereby will notbe affected. However, if it is necessary to stop the train in the block the towerman will not touch the latch 11 so that is a diagrammatic view of the 60 is a section on line 7-7 of the r i s a eft connected iii with the battery. Thus the train passing over these rails will have its electrically operated parts actuated by the current from battery 3 and the train will be stopped.

The contact rollers 12ior engaging the rails 1 are carried in the yoke-shaped ends of the stems 13 which are slidably arranged in the frames 14;, carried by the engine. Springs 15, located on the stems and pressing against the collars'lti on .said stems tend to hold the rollers in engagement with the contact strips.

The stems are electrically connected with amagnet 17 by the conductors 18, a switch bridging said conductors, said switch including a hand lever 19 which is normally held against the switch contact 19 by a spring 20. By raising this hand lever to open sail switch the engineer can prevent the current from battery 3 from aiiecting the parts on the train. The energizing of magnet 17 will bring lever 21 against contact 22 so as to complete circuit 23 from battery 24 on the train to the-magnet 25. This magnet will operate valves 26 and 27 through the connections 2.8, thus shuttingofi the steam to the cylinders and applying the brakes to stop the train andat the same time close the switches 2 9 and 30, switch 29 completing the circuitv31 between the battery 24 and a bell 32, a lamp 33 and a magnet 3a which actuates a -valve 35 for supplying steam orcompressed air to a whistle 36, these parts acting to warn the engineer that his train is about to stop. Theclosing of switch 30 COIY1- pistes a circuit 37 from battery 2a to the .carsof the train, each car having magnet 385there0n-which-is connected by the conductors 39 with the circuit 37 and said magnet acts upon the valve 40 to bleed the air pipe 41 and thus apply the brakes to the wheels of each .car. Each vcar is provided with sockets 4:2- which are connected with one end of thecircuit wires ,3? and with projections 43 which are connected with the other ends of the wires, the projections on one car being adapted to engage the sockets on another car. A resistance 414 and tell-tale lamps 15 are connected by the conductors 5L6 with the circuit 37, these lamps 45 acting to indicate that the circuit is not broken. I provide two or more lamps SO that if one should burn out the remaining one will still indicate that the circuit is not broken. The resistance 44 permits but a small amount of current to low to the lamps 45 so that the parts on the cars will not be afiiected by this small current. The lever 21 is held in engagement with the contact 22 with the spring l6 compressed by means of the latch 47 which is connected with thecorre of the magnet 48. This magnet is located in the circuit 429 which is connected with the battery 24: and a switch 50 is located. in said circuit, the switch including a hand lever 51 which is normally held in open tact 22 and thus tion that the switch the engineer canclose the circuit of the magnet 18 so as to withdraw the latch 4:7 and thus release the lever 21 so as to permit the spring at to move it away from the con break the circuit of magnet 25. This will permit the engineer to start his train .so that hemay proceed.

An emergency lever 53 islocated in the cab and this lever is adapted to. close a circuit 5a which includes the battery 2a and the magnet 25 so as to actuate valves 26 and 27, thus stopping the train and the movement oi this lever will actuate a member 55 w iichis connected by the conductors 56 to the circuit of theparts 32, and 3-4:, so that when said member 55 is moved by the lever 53 the circuit to said parts'will be broken. thus permitting the engineer to actuatethe valves 26 and 2.7 without actuating the alarm means 32, 33 and 3%.

From the above it will be seen that a train approaching the block A will close the circuit to the alarm means in the tower to notify the towerman that a train is approaching his block and at the sametime will close the circuits to the rails 1 in the block. It it is proper for the train to proceed the tow erman willQdepress the latch :11 to break the circuit to the rails 1. It the train should be stopped in the block the tower-man would permit the parts to remain as they are so that soon as the train reaches the rails 1 the magnet 17 will be energized so as to close the circuit to the magnet 25 and thus apply the brakes, cut oflthesteamandactuate the alarnrmeans onthe engine to notify the engineer that his train is being stopped. At the same time the circuits to the magnets on the cars will be closed to apply the brakes on the cars at the same-time that the brakes on the locomotive are applied. It, for any reason, the engineer does not wish: his train stopped he may depress the hand lever 19 so as to prevent the track battery from operating the magnet 17. Ifthe train has been stopped and the engineer wishes to proceed to the tower, for'instance. he may depress the lever 51 so-as to close the circuit to the magnet.4.8 and thus release the switch 21 and break the circuit to the magnet He can then start his locomotive. If the engineer wishes to make anemergency stop he would move the lever 53 to the left closing the cir cuit to the magnet 25, thus actuating the valves 26 and 27 and in this'movement of the lever the member 55 will be moved to break the circuit to the alarm means in the locomotive so that these'will not operate.

It is thought from the'foregoing descripadvantages and novel features of my invention will be readily apparent.

I desire it to beunderstood that I may make changes in the construction and in the combination and arrangement of the several position by a spring 72. By closing the parts, provided that such changes fall within the scope of the appended claims.

lVhat I claim is l. A train control of the class described comprising electrically operated means upon the train for applying the brakes, shutting off the steam and sounding an alarm, means for closing the circuit to such electrical means from a point along the track and means for closing the circuit to such means in the cab while breaking the circuit to the alarm.

2. A train control of the class described comprising electrically operated means upon the engine for applying the brakes, shutting off the steam and sounding an alarm, electrically operated means upon each car for applying the brakes of each car, such means being electrically connected with those of the engine, means for closing the circuits to such means from a point along the track and an emergency switch in the cab for closing the circuits of such means, while breaking the circuit of the alarm.

3. A train control of the class described comprising a track having a short block and a long block, cont-act rails in the long block, a circuit for the contact rails, a magnetic controlled switch therein, latch means for holding the switch in closed position after being closed by the magnetic means and means for actuating the magnetic means when a train enters the short block.

4. A train control of the class described comprising a track having a short block and a long block, contact rails in the long block, a circuit for the contact rails, a magnetic controlled switch thereini, latch means for holding the switch in closed position after being closed by the magnetic means, means for actuating the magnetic means when a train enters the short block, and alarm means adjacent the magnetic switch and located in the circuit thereof.

5. A train control of the class described comprising electrical means upon the train for bleeding the brake line, closing the steam supply and sounding an alarm, a switch for such means, a magnet for closing the switch, electricalmeans along the track for supplying current to the magnet, means in the cabcfor preventing the magnet t'rom being energized when desired and manually operated means in the cab for opening the switch.

6. A train control of the class described comprising electrical means upon the train for bleeding the brake line, closing the steam supply and sounding an alarm, means for con'ipleting the circuit of such electrical means from a point along the track, an emergency lever in the cab for completing the circuit to such means and at the sametime breaking the circuit to the alarm means and tell-tale means in the cab for indicating the condition of the circuit.

In testimony whereof I afiix my signature.

JOSEPH E. HAGAN. 

